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The Planning Board last week advised the Select Board to assign the town's option to buy a 10-acre parcel of farmland on Oblong Road to Williamstown Rural Lands Foundation.

Williamstown Planners Advise Conservation of Oblong Road Parcel

By Stephen DravisiBerkshires Staff
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WILLIAMSTOWN, Mass. — The Planning Board last week advised the Select Board to assign to a local non-profit the town's option to buy a 10-acre parcel of farmland on Oblong Road.
 
In a unanimous vote, the planners recommended the town assign its right of first refusal to the Williamstown Rural Lands Foundation for a lot currently conserved under Chapter 61 of Massachusetts General Law.
 
Under Chapter 61, land in agriculture is eligible for property tax relief. Part of the tradeoff for the landowner is that when the land is sold, the municipality has the right of first refusal.
 
The parcel's current owner, Beth Phelps, has a purchase and sales agreement for $745,000, contingent on the land going through the Chapter 61 process, which includes a 120-day period for the town to decide whether to exercise its right of first refusal or assign it to a qualified non-profit, like WRLF.
 
Although the Select Board twice has discussed the request and heard from representatives of Rural Lands and the operator of Sweet Brook Farm, which grazes its beef herd on the Oblong Road parcel, that 120-day period may not have technically begun.
 
"[The seller is] supposed to notify the Select Board, the Planning Board and the tax assessor," Planning Board Chair Stephanie Boyd told her colleagues at their July 26 meeting. "There was a little delay in notifying the Planning Board's office. This notice of intent has to be resubmitted, and we have not received it yet."
 
Nevertheless, the Planning Board at its July 26 meeting responded to a July 11 request from the Select Board for a recommendation on the WRLF request.
 
It was clear from the discussion that most of the planners agreed that preserving the land as farmland should be a priority for the town.
 
At June's annual town meeting, attendees approved a change in the bylaw requested by the Planning Board to make the promotion of "a diverse and affordable mix of housing types" part of the board's purpose. But none of the planners argued that the type of housing proposed for the South Williamstown parcel would serve that purpose.
 
"This, to me, is a classic example of how we lose farmland," Boyd said of the development that Williamstown Rural Lands is looking to prevent. "We wouldn't be losing farmland to the kind of housing we've been talking about on this board and in this community. … On this 10 acres, the proposal to date is two large houses.
 
"It's not solving the housing problem we're trying to solve."
 
Much of the Planning Board's July meeting dealt with ways to address that "housing problem," both by reconsidering a series of bylaw amendments referred back to the board by town meeting and considering new solutions, like removing a ban in the town code on manufactured homes and instituting local limits on short-term rentals, which many argue take housing stock away from potential full-time residents.
 
But the board also heard testimony from representatives of WRLF and Sarah Lipinski, who owns and operates Sweet Brook Farm.
 
She said the farm has about 50 acres in pasture and hay, including 10 acres on the parcel in question, which is adjacent to the larger property.
 
"It's fabulous for grazing our beef," Lipinski said. "We can sustain our herd there for a month in the summer."
 
The executive director of WRLF pointed out a second benefit of preserving the land in question.
 
"On this stretch of Oblong Road, this may be the only viewshed of the Greylock range," Robin Sears told the Planning Board. "This also has a great deal of scenic value for passersby. People go there from near and far to run and cycle and walk."
 
Sears said it was the non-profit's intention to purchase the land and arrange a conservation restriction that would keep it in agriculture, perhaps allowing for a small amount of passive recreation, like a pulloff for a picnic table.
 
Also, as she did before the Select Board earlier in the month, Sears indicated that WRLF is still working on positioning itself to exercise the right of first refusal if the Select Board chooses to make the assignment.
 
"We are not entirely prepared to accept the assignment of the right of first refusal, but we are working very hard to get to a decision about whether or not we could actually exercise that," Sears said. "We are asking for time to plan."
 
Members of the board raised the question of whether the town could exercise the right on its own – in other words, buy the property – or contribute financially to help WRLF meet the $745,000 purchase price.
 
Boyd pointed out that such an expenditure likely would require a special town meeting to meet the non-profit's time frame.
 
Assuming the notice of intent issue is resolved by the end of August, the 120-day window for exercising or assigning the right of first refusal would end in late December at the latest. WRLF then would have a 90-day window to exercise the right and close the deal, which would keep the transaction well within the town's 2023 fiscal year and the budget authorized by town meeting in June of this year.
 
In the end, the Planning Board adopted a simple motion to support the transfer of the right of first refusal to Williamstown Rural Lands Foundation. Boyd and Dante Birch were tasked with drafting a letter to that effect to the Select Board, which asked for a response by its Aug. 8 meeting.

Tags: conserved land,   

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Guest Column: Full Steam Ahead: Bringing Back the Northern Tier Passenger Railroad

by Thomas HuckansGuest Column

You only need a glance outside to see a problem all too familiar to Berkshire county: closing businesses, a shrinking population, and a stunning lack of regional investment.

But 70 years ago, this wasn't an issue. On the North Adams-Boston passenger rail line before the '60s, Berkshires residents could easily go to Boston and back in a day, and the region benefited from economic influx. But as cars supplanted trains, the Northern Tier was terminated, and now only freight trains regularly use the line.

We now have a wonderful opportunity to bring back passenger rail: Bill S.2054, sponsored by state Sen. Jo Comerford (D-Hampshire, Franklin, and Worcester), was passed to study the potential for restoring rail from Boston to North Adams. In the final phase of MassDOT's study, the project is acquiring increased support and momentum. The rail's value cannot be understated: it would serve the Berkshire region, the state, and the environment by reducing traffic congestion, fostering economic growth, and cutting carbon emissions. The best part? All of us can take action to push the project forward.

Importantly, the Northern Tier would combat the inequity in infrastructure investment between eastern and western Massachusetts. For decades, the state has poured money into Boston-area projects. Perhaps the most infamous example is the Big Dig, a car infrastructure investment subject to endless delays, problems, and scandals, sucking up $24.3 billion. Considering the economic stagnation in Western Massachusetts, the disparity couldn't come at a worse time: Berkshire County was the only county in Massachusetts to report an overall population loss in the latest census.

The Northern Tier could rectify that imbalance. During the construction phase alone, 4,000 jobs and $2.3 billion of economic output would be created. After that, the existence of passenger rail would encourage Bostonians to live farther outside the city. Overall, this could lead to a population increase and greater investment in communities nearby stops. In addition to reducing carbon emissions, adding rail travel options could help reduce traffic congestion and noise pollution along Route 2 and the MassPike.

The most viable plan would take under three hours from North Adams to Shelburne Falls, Greenfield, Athol, Gardner, Fitchburg, Porter, and North Station, and would cost just under $1.6 billion.

A common critique of the Northern Tier Rail Restoration is its price tag. However, the project would take advantage of the expansion of federal and state funds, namely through $80 billion the Department of Transportation has to allocate to transportation projects. Moreover, compared to similar rail projects (like the $4 billion planned southern Massachusetts East-West line), the Northern Tier would be remarkably cheap.

One advantage? There's no need to lay new tracks. Aside from certain track upgrades, the major construction for the Northern Tier would be stations and crossings, thus its remarkably short construction phase of two to four years. In comparison, the Hartford line, running from Hartford, Conn., to Springfield spans barely 30 miles, yet cost $750 million.

In contrast, the Northern Tier would stretch over 140 miles for just over double the price.

So what can we do? A key obstacle to the Northern Tier passing through MassDOT is its estimated ridership and projected economic and environmental benefits. All of these metrics are undercounted in the most recent study.

Crucially, many drivers don't use the route that MassDOT assumes in its models as the alternative to the rail line, Route 2. due to its congestion and windy roads. In fact, even as far west as Greenfield, navigation services will recommend drivers take I-90, increasing the vehicle miles traveled and the ensuing carbon footprint.

Seeking to capture the discrepancy, a student-led Northern Tier research team from Williams College has developed and distributed a driving survey, which has already shown more than half of Williams students take the interstate to Boston. Taking the survey is an excellent way to contribute, as all data (which is anonymous) will be sent to MassDOT to factor into their benefit-cost analysis. This link takes you to the 60-second survey.

Another way to help is to spread the word. Talk to local family, friends, and community members, raising awareness of the project's benefits for our region. Attend MassDOT online meetings, and send state legislators and local officials a short letter or email letting them know you support the Northern Tier Passenger Rail Project. If you feel especially motivated, the Williams Northern Tier Research team, in collaboration with the Center for Learning in Action (CLiA), would welcome support.

Living far from the powerbrokers in Boston, it's easy to feel powerless to make positive change for our greater community. But with your support, the Northern Tier Rail can become reality, bringing investment back to Berkshire County, making the world greener, and improving the lives of generations of western Massachusetts residents to come.

Thomas Huckans, class of 2026, is a political science and astronomy major at Williams College, originally from Bloomsburg, Pa.

Survey: This survey records driving patterns from Berkshire county to Boston, specifically route and time. It also captures interest in the restoration of the Northern Tier Passenger Rail. Filling out this survey is a massive help for the cause, and all responses are greatly appreciated. Use this link.

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